SYSTEM DIAGNOSTICS 19/04/2012 17:14:20

SYSTEM DIAGNOSTICS
The V-MAC® III system contains a variety of standard integrated software
packages which allow for detection, logging and retrieval of diagnostic
information about the V-MAC® III system. The diagnostic software is an integral
part of the V-MAC® III system which continually performs the task of plausibility
testing and validity checking on all system inputs. The purpose of the diagnostic
software is to aid in troubleshooting the V-MAC® III system.

The diagnostic software performs the task of monitoring all the inputs and
detecting the cases where the input is out of the allowable range, or in an invalid
state. Upon the detection of an unusual condition, the V-MAC® III software
begins a timer to allow the state of this input/sensor to stabilize to the normal
state. If the condition does not clear within the settling time of that sensor, then
a fault will be assumed. The fault recognition periods have been selected
according to the safety factor of the sensor. These time periods have been
specified to reduce the risk of detecting false faults, while maintaining engine
and vehicle safety.

After a failure is detected, the diagnostic software performs the following

functions.

1. The Electronic Malfunction Lamp (EML), located on the dashboard, will

illuminate. This light will remain ON for active faults, and go OFF when
there are no longer any active faults present in the system.

2. A fault message will be sent in a standard format on the J1587 serial line to
alert other devices of the failure. A similar message will be transmitted
when the fault is cleared.

3. The normally transmitted data on the J1587 serial line for this sensor will
be replaced with a "Bad Data" indicator. This signals the other devices on
the serial line to ignore the data for this sensor.

4. The V-MAC® III system updates the fault table in internal memory. This
Vehicle Electronic Control Unit (VECU) fault table contains an occurrence
count of the number of times the fault has occurred. Additionally, the VECU
fault table logs the date, time, odometer reading, and operating parameters
when any fault occurs. The occurrence count is limited to 15. The stored
codes remain in memory until cleared by an off-board diagnostic computer,
or until the information is no longer useful for diagnostic purposes.

5. A default or customer programmable value will be assumed for circuit

failures. This value provides a means of allowing the engine/vehicle to
operate even though the V-MAC® III system does not have any
information from that particular circuit.

Most failures in the V-MAC® III system are recoverable. This means that if the
unusual state of an input changes to normal for a continuous period of time, the
fault will be cleared and the fault lamp will go OFF. However, the fault
occurrence count will be kept in order to allow for later troubleshooting of this

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inactive fault.

The V-MAC® III diagnostic software provides an easy means of troubleshooting

the system, since a complete fault history can be retrieved through the J1587
serial line with an off-board diagnostic tool (Diagnostic PC).

For standard terminology, see Electrical Terms.

Diagnostic Tools
To utilize the diagnostic capabilities of the V-MAC® III system, several
diagnostic tools are available. These tools are:

DIAGNOSTIC COMPUTER

Figure 1 -- Diagnostic Computer

The Diagnostic Computer is the most advanced of the diagnostic tools available
for troubleshooting the V-MAC® III system. This unit will allow for enhanced
diagnostics of the system, and also reprogramming of Mack proprietary data.

A J1708 Serial Data Link Adaptor is required for the Diagnostic Computer to
communicate with the vehicle. The minimum system requirements for the
Diagnostic Computer are a Pentium® processor with 32 Mb of RAM and Windows
95/98.

6-PIN SERIAL LINK JUMPER

The 6-Pin Serial Link Jumper can be used with the J1708 Serial Data Link
Adaptor. The jumper provides the ability to energize the V-MAC® III system
without using the ignition key. This is not only convenient for programming, but
also important for diagnostic troubleshooting.

If a 6-Pin Serial Link Jumper is not available and the diagnostic instructions
require connecting the Serial link jumper into the Serial Communications Port,
connect a wire between Serial Communications Port pins C and D.

Figure 2 -- 6-Pin Serial Link Jumper

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9-PIN SERIAL LINK JUMPER

The 9-Pin Serial Link Jumper can be used with the J1708 Serial Data Link
Adaptor. The jumper provides the ability to energize the V-MAC® III system
without using the ignition key. This is not only convenient for programming, but
also important for diagnostic troubleshooting.

If a 9-Pin Serial Link Jumper is not available and the diagnostic instructions
require connecting the Serial link jumper into the Serial Communications Port,
connect a wire between Serial Communications Port pins B and H.

Figure 3 -- 9-Pin Serial Link Jumper

DIGITAL MULTIMETER

Figure 4 -- Digital Multimeter

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The Digital Multimeter is used to make the required measurements in the

diagnostic testing procedures. These tests will include measuring voltage and
resistance, and checks for short circuits and open circuits.

Since there are many types of digital multimeters available, specific instructions
are not given here. Knowledge of the operation of the multimeter is assumed.

Never use a test light, whether self-powered or not, to troubleshoot electrical

problems on any V-MAC® equipped vehicle. Damage to the electronic control
modules may result.

ELECTRICAL SCHEMATIC DIAGRAMS

Electrical schematic diagrams are simplified wiring diagrams that show the
electrical connectivity of the circuit that is being diagnosed. The schematic
diagrams provide the technician quick access to useful information such as
component connector and terminal numbers, and circuit identification numbers.

Many of the electrical schematic diagrams in this manual show multiple

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occurrences of the Vehicle Electronic Control Unit (VECU) or the Engine

Electronic Control Unit (EECU). The diagrams are formatted in this way for
clarity and ease of use, and do NOT imply that more than one VECU or EECU is
installed on any vehicle.

Electrical Terms
To achieve successful diagnostic results, understanding of the following terms is
important.

Voltage (volts) is the electric potential or potential difference expressed in volts.

Resistance (ohms) is the opposition offered by a component to the passage

through it of a steady electric current, expressed in ohms.

Current (amps) is the term for the strength of the flow of electricity, expressed
in amps.

Short Circuit (short) is a connection of comparatively low resistance accidentally

or intentionally made between points in a circuit where the resistance is
normally much greater.

Open Circuit (open) is any situation where the normally closed or continuous
flow of electricity has been interrupted. For example: a broken wire.

Troubleshooting Procedures
To accurately diagnose a problem, this troubleshooting procedure should be
followed. Failure to follow the troubleshooting procedure outlined may result in
an incorrect diagnosis, replacement of good components and loss of time.

STEP 1: VERIFY THE COMPLAINT

Before beginning any testing procedure, make sure that a problem actually
exists. If possible, talk to the driver or the person who noticed the problem. Try
to obtain as much information as possible. In some cases, there will only be a
verbal complaint instead of a fault registered by the system.

STEP 2: REVIEW THE V-MAC® III TEST PRECAUTIONS

Before proceeding with any diagnostic testing on the V-MAC® III system, the
technician should be familiar with test precautions outlined in this book. Periodic
review of the test precautions may save time and expense.

STEP 3: CHECK FOR FAULT CODES

Check for fault codes with a diagnostic computer. If a fault code is a currently
active code, proceed to the diagnostic procedures in this manual. Be sure to
follow the step by step test procedures in the order they are given to avoid a
misdiagnosis.

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If a code is not an active code or is intermittent, try to set the code by moving
or flexing the connectors and wires associated with the suspect system or
component. If the code cannot be induced to set, perform the associated step by
step test procedures while moving the connectors and wires associated with the
suspect system or component. Keep in mind that most intermittent problems are
caused by poor terminal connections and are not due to failed components. Be
sure to carefully inspect the connector terminals for deformities caused by
voltmeter probes.

Use of the J 38581 or J 38581 A (Kent-Moore) Electronic Connector Test Adaptor

Kit is highly recommended when making test measurements and for checking
both sides of a connection for deformity and tightness. The table below identifies
which test adapter leads are used to test various system components.

Table 1
CONNECTOR TEST ADAPTORS FOR ASET™ IEGR ENGINES
Device Adapter for Device Adapter for Harness
Side Side
Ambient Air Temperature Purple Female Purple Male
(AAT) Sensor
Boost Air Pressure (BAP) Gray Female Gray Male
Sensor
Bulkhead Connectors Red Female Red Male
Engine Coolant Level Purple Female Purple Male
(ECL) Sensor
Engine Coolant Gray Female Gray Male
Temperature (ECT)
Sensor
Engine Electronic Control DO NOT Test at EECU Purple or Gray Male
Unit (EECU) Terminals (depends on terminal)
Engine Oil Pressure Gray Female Gray Male
(EOP) Sensor
Engine Oil Temperature Purple Female Purple Male
(EOT) Sensor (in oil pan)
Engine Oil Temperature Gray Female Gray Male
(EOT) Sensor (on oil
filter pedestal)
Engine Position (EP) Purple Female Purple Male
Sensor
Engine Speed (RPM/TDC) Purple Female Purple Male
Sensor
Front Drive Axle Oil Gray Female Gray Male

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Temperature (FAOT)
Sensor
Fuel Temperature (FT) Gray Female Gray Male
Sensor
Intake Air Temperature Gray Female Gray Male
(IAT) Sensor
Rear Drive Axle Oil Gray Female Gray Male
Temperature (RAOT)
Sensor
Throttle Position (TP) Gray Female Gray Male
Sensor (at sensor)
Throttle Position (TP) Purple Female Purple Male
Sensor (at Mack
harness)
Vehicle Electronic Control DO NOT Test at VECU Purple Male
Unit (VECU) Terminals
Vehicle Speed (MPH) Purple Female Purple Male
Sensor (VSS)

Table 2
CONNECTOR TEST ADAPTORS FOR ASET™ CEGR ENGINES
Device Adapter for Device Adapter for Harness
Side Side
Aftercooler Outlet Purple Female Purple Male
Temperature (AOT)
Sensor
Ambient Air Temperature Purple Female Purple Male
(AAT) Sensor
Boost Air Pressure (BAP) Gray Female Gray Male
Sensor
Bulkhead Connectors Red Female Red Male
Compressor Discharge Purple Female Purple Male
Temperature (CDT)
Sensor
EGR Mass Flow Purple Female Purple Male
(EGRMAF) Sensor
System
Electronic Variable Speed Orange Male Orange Female
Fan Drive
Engine Coolant Level Purple Female Purple Male

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(ECL) Sensor
Engine Coolant Gray Female Gray Male
Temperature (ECT)
Sensor
Engine Electronic Control DO NOT Test at EECU Brown, Purple, or Gray
Unit (EECU) Terminals Male (depends on
terminal)
Engine Oil Pressure Gray Female Gray Male
(EOP) Sensor
Engine Oil Temperature Gray Female Gray Male
(EOT) Sensor
Engine Position (EP) Purple Female Purple Male
Sensor
Engine Speed (RPM/TDC) Purple Female Purple Male
Sensor
Front Drive Axle Oil Gray Female Gray Male
Temperature (FAOT)
Sensor
Fuel Temperature (FT) Gray Female Gray Male
Sensor
Intake Air Temperature Gray Female Gray Male
and Humidity (IATH)
Sensor
Intake Manifold Purple Female Purple Male
Temperature (IMT)
Sensor
Rear Drive Axle Oil Gray Female Gray Male
Temperature (RAOT)
Sensor
Throttle Position (TP) Gray Female Gray Male
Sensor (at sensor)
Throttle Position (TP) Purple Female Purple Male
Sensor (at Mack
harness)
Turbocharger Wheel Purple Female Purple Male
Speed (TWS) Sensor
Variable Turbine Purple Female Purple Male
Geometry (VTG) Position
Sensor
Vehicle Electronic Control DO NOT Test at VECU Purple Male
Unit (VECU) Terminals

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Vehicle Speed (MPH) Purple Female Purple Male

Sensor (VSS)

STEP 4: PERFORM A VISUAL CHECK

One of the most important checks that must be done before any diagnostic
activity, is a careful visual inspection of suspect wiring and components. This can
lead to fixing a problem without further steps. Be sure to inspect related wiring
for disconnects, burned or chafed spots, pinched wires, or contact with sharp
edges or hot exhaust components. The visual inspection is very important and
must be done carefully and thoroughly.

STEP 5: PERFORM A SYSTEM CHECK

Check if all the features of the improperly working system are not working
correctly. A system check can help to define what the problem is not. It may
also help identify a condition or factor (engine warm, occurs only with cruise on,
etc.) that may be contributing to the malfunction. This step is similar to step 1,
verifying the complaint.

STEP 6: PERFORM THE REPAIR

Once the suspect component has been isolated to be the source of a problem,
carefully disconnect the old component and inspect its connections. Clean and
repair the component connections and then reconnect the component to verify
the problem was the component and not the connection.

STEP 7: CLEAR CODES

Clear any codes stored in the system.

STEP 8: VERIFY THE REPAIR

After the repair has been made, confirm that the problem was corrected.
Perform a complete system check of the repaired system under a variety of
conditions. Check that all other systems are operating properly as well.

Reading Diagnostic Fault Codes

There are two methods of obtaining codes from the V-MAC® III system, the
blink code method using the Electronic Malfunction Lamp (EML) and reading the
codes via the serial data line using diagnostic computer.

BLINK CODE METHOD

The V-MAC® III system is capable of flashing a two digit blink code for each
detectable active fault in the V-MAC® III system. These codes are displayed on
the Electronic Malfunction Lamp (EML) which is located on the dashboard. The
primary reason for the blink code is to allow quick diagnosis of active faults in
the system without requiring an expensive troubleshooting tool.

To properly activate and use the blink codes, follow the steps listed below.

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1. Turn the key ON and wait until the Electronic Malfunction Lamp's two
second power-up test is finished.

2. There must be an active fault for the lamp to remain ON after the two
second power-up test.

3. With the Speed Control ON/OFF Switch in the OFF position, press and hold
the SET/DECEL Switch until the malfunction lamp goes OFF.

4. The malfunction lamp will remain OFF for approximately one second.

5. Immediately after the wait time, the Vehicle Electronic Control Unit (VECU)
will begin to flash a two digit blink code. The two digits of the code will be
separated by a one second idle time (malfunction lamp OFF).

6. Each digit of the blink code may consist of up to nine ON/OFF flashes. The
ON and OFF time between each flash will be one quarter second.

7. The ON flashes of the malfunction lamp must be counted in order to

determine the two digit blink code.

8. Only one active fault will be blinked per request. There must be a separate
request for each active fault, where there are multiple active faults present
in the system. To request another fault be displayed, hold in the
SET/DECEL Switch until the malfunction lamp goes OFF. The blinking
sequence will begin again after a one second delay.

9. If a fault blinking request is made while the Vehicle Electronic Control Unit
(VECU) is in the process of blinking an active fault, that sequence will stop
and the next active fault will be blinked.

10. If an active fault is cleared while the Vehicle Control Unit (VECU) is blinking
that fault, the procedure will not stop.

11. After every complete blinking sequence, the malfunction lamp will return to
normal. It will remain ON for active faults and OFF for inactive faults.

12. The Vehicle Electronic Control Unit (VECU) will provide blink codes for
active faults registered by both the Vehicle Electronic Control Unit (VECU)
and Engine Electronic Control Unit (EECU).

The software will not provide codes for inactive faults. Accessing the Inactive
Fault Tables of the Vehicle Electronic Control Unit (VECU) and Engine Electronic
Control Unit (EECU) requires using a diagnostic computer.

DIAGNOSTIC COMPUTER
A computer is required, to change certain proprietary data, such as engine
horsepower. The computer also allows information specific to the vehicle to be
entered and stored in both of the V-MAC® III modules' memory tables, and it
provides extended flexibility in password selection. Any 100% IBM compatible
computer with 32 Mb of RAM and Windows 95/98 or newer operating system will

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work with the system. In order to connect a computer to the vehicle, a serial link
interface is required. The J1708 Serial Data Link Adaptor is used as the interface
device. The Service Diagnostic Software package is available from Mack Trucks
Service Publications Department, through the normal Branch and Distributor
Parts Ordering Network.

Figure 5 -- Interface Devices

The software package contains complete instructions for installing and running
the program. Follow the instructions completely.

In any of the test procedures where the instructions are to disconnect a harness
connector from the Vehicle Electronic Control Unit (VECU) or the Engine
Electronic Control Unit (EECU), the ignition key must be in the OFF position, and
the Accessory Relay must be OFF (do NOT have the Serial Link Jumper
installed). Failure to follow this warning will cause internal electrical damage to
the electronic control units.

In any of the test procedures requiring insertion of a test probe into a connector,
do not force the probe into the connector. The connector may be damaged,
resulting in a poor connection. In any test requiring a check for continuity or

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voltage from one pin to all others, this means one at a time, not all at the same
time.

Before replacing components, retest the system to confirm an active fault still
exists. Unless otherwise specified, the word replace means to install a new
component.

In any of the test procedures requiring disconnecting a connector, visually

inspect both sides of the connector for debris, broken, bent or missing pins, or
broken connector housings.

Following the hints listed above may save considerable time and effort.

In any of the diagnostic test procedures where the instructions call for replacing
the Vehicle Electronic Control Unit (VECU) or the Engine Electronic Control Unit
(EECU), do not reprogram the replacement module until you are certain
that the problem has been solved. If replacing the control unit does solve the
problem, it is essential that the module be programmed with the vehicle
operating parameters. Failure to program the replacement module will result in
reduced system performance. To program the module with vehicle and customer
data, follow the instructions that are supplied with the PC Diagnostic Software
Package. It is essential that the module be reprogrammed with the proper Mack
Data files (see your Mack Dealer).

DO NOT program a replacement Vehicle Electronic Control Unit (VECU) or

Engine Electronic Control Unit (EECU) with MACK DATA until it is confirmed that
the new control unit has fixed the problem. MACK DATA reprogramming
executes the password protection function which assigns a new password to the
vehicle. If the old control unit is not the problem and it is reinstalled on the
vehicle it must be re-flashed, using Dealer Programming software to erase the
password, before it is programmed with MACK DATA.

The ASET™ CEGR Engine Electronic Control Unit (EECU) uses special connectors
that require careful removal and installation techniques. Failure to properly
remove and install the EECU connectors can cause costly damage to the
connector pins as well as the EECU. When disconnecting or connecting the EECU
harness connectors, the harness strain relief clamps that hold the harnesses to
the bracket MUST be removed. Failure to remove the strain relief clamps may
cause the connectors to be removed and installed at an angle, possibly causing

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connector pin damage, as well as an improper fit of the watertight connector

seals. Keep the connectors straight when disconnecting or connecting them to or
from the EECU.

Do not use excessive force when connecting the harness connectors to the
EECU, and do not attempt to force the locking levers closed. If resistance if felt
when the connector is being connected or when the locking lever is being moved
to the locked position, remove the connector from the EECU and determine the
cause.

Fault Codes

MACK BLINK CODE IDENTIFICATION TABLE

Table 3
Blink Assignment PID MID FMI Failure
Code Listing
1-1 Engine Oil Pressure 100 128 4 Voltage Low/Open
Sensor
3 Voltage High
N/A Engine Oil Pressure 100 142 1 Valid Low
Sensor
1-2 Barometric Pressure 108 128 4 Voltage Low/Open
Sensor
3 Voltage High
1-3 Fuel Temperature 174 128 4 Voltage Low
Sensor
3 Voltage High
5 Current Low/Open
1-4 Ambient Air 171 128 4 Voltage Low
Temperature Sensor
3 Voltage High
5 Current Low/Open
1-6 Starter Input S237 142 3 Voltage High
1-7 Engine Coolant Level 111 128 3 Voltage High/Open
– Warning
Engine Coolant Level 2 Data Incorrect
1-8 Estimated % Fan 26 128 3 Voltage High
(ASET™ Speed

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CEGR & 4 Voltage Low

IEGR with
1MS375 0 Valid High
Software)
1 Valid Low
1-10 Aux. Cooling Relay S275 128 4 Voltage Low
Output
2-1 Engine Coolant 110 128 4 Voltage Low
Temperature Sensor
3 Voltage High
5 Current Low/Open
10 Abnormal Rate of
Change
N/A Engine Coolant 110 142 0 Valid High
Temperature
2-2 Boost Air Pressure 102 128 4 Voltage Low/Open
(ASET™ Sensor
IEGR)
3 Voltage High
2-2 Boost Air Pressure 439 128 4 Voltage Low/Open
(ASET™
CEGR) 3 Voltage High

2-3 Intake Air 105 128 4 Voltage Low

Temperature Sensor
3 Voltage High
5 Current Low/Open
2 Data Intermittent
2-4 Transmission Oil 177 142 4 Voltage Low/Open
Temperature Sensor
3 Voltage High
N/A Transmission Oil 177 142 0 Valid High
Temperature Sensor
2-5 Front Drive Axle Oil 77 142 4 Voltage Low/Open
Temperature Sensor
3 Voltage High
2-6 Rear Drive Axle Oil 78 142 4 Voltage Low/Open
Temperature Sensor
3 Voltage High
2-7 Engine Oil 175 128 4 Voltage Low

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Temperature Sensor
3 Voltage High
5 Current Low/Open
2-8 Combustion Air 172 128 4 Voltage Low
(ASET™ Temperature
CEGR &
IEGR with
1MS375 3 Voltage High
Software)
5 Open
2-9 Combustion Air 274 128 4 Voltage Low
(ASET™ Humidity
CEGR &
IEGR with
1MS375 3 Voltage High
Software)
3-1 Exhaust 173 142 4 Voltage Low/Open
Temperature Sensor
3 Voltage High
N/A Exhaust 173 142 0 Valid High
Temperature Sensor
3-2 Engine Speed S22 128 2, 8 Data Erratic,
Sensor Intermittent Or
Incorrect
3 Voltage High
4 Voltage Low
5 Open
N/A Engine Speed 190 142 0 Valid High
Sensor
128 2 Data Erratic
3-3 Redundant Engine 190 128 2 Data Erratic
Speed
3-4 Engine Position S21 128 2, 8 Data Erratic,
Sensor Intermittent Or
Incorrect
3 Voltage High
4 Voltage Low
5 Open

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3-5 Engine Brake Output S79 128 4 Voltage Low

#1
5 Current Below
Normal or Open
Circuit
3-6 Engine Brake Output S80 128 4 Voltage Low
#2
5 Current Below
Normal or Open
Circuit
3-8 Transmission S32/S152 142 7 Mechanical System
Splitter Position Not Responding
8 Abnormal Frequency
3-10 Engine Brake Output S82 128 4 Voltage Low
(ASET™ #3
CEGR)
5 Current Below
Normal or Open
Circuit
4-1 Vehicle Speed 84 142 2 Data Invalid
Sensor (VSS)
2 Data Invalid
4 Voltage Low
3 Voltage High
5 Current Below
Normal or Open
Circuit
8 Abnormal Frequency
Pulse Width Or
Period
11 Mode Not
Identifiable
N/A Road Speed 84 142 0 Road Speed High
4-2 Fan Clutch Output S33 128 5 Current Low/Open
4 Voltage Low
3 Voltage High
2 Data Erratic
8 Abnormal Signal

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4-3 Auxiliary Output #1 S10 142 4 Voltage Low

3 Voltage High
4-4 Auxiliary Output #2 S11 142 4 Voltage Low
3 Voltage High
4-5 Wastegate Output S32 128 2 Data Erratic
(ASET™
IEGR)
5 Voltage Low/Open
7 Mechanical System
Not Responding
4-5 VTG Position Sensor S269 128 4 Voltage Low
(ASET™
CEGR) 3 Voltage High

7 Mechanical System
Not Responding
4-6 Tachometer Output S6 142 4 Voltage Low
3 Voltage High
4-7 Speedometer Output S7 142 4 Voltage Low
3 Voltage High
4-8 Customer Defined S151 142 1 Below Normal
Statement
0 Above Normal
8 Abnormal Frequency
4-9 EGR Valve S146 128 4 Voltage Low
(ASET™ Mechanism
CEGR)
3 Voltage High
5 Open
7 Mechanical System
Not Responding
4-10 Parallel Fan Circuit S153 128 4 Voltage Low
(ASET™
IEGR) 3 Voltage High

5 Open
5-1 Throttle Position 91 142 4 Voltage Low/Open
Sensor
3 Voltage High

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5-2 Throttle Position S232 142 4 Voltage Low

Sensor Reference
Voltage 3 Voltage High

5-3 Engine Shutdown S238 142 4 Voltage Low/Open

Lamp/Alarm
3 Voltage High
5-5 Electronic S239 142 4 Voltage Low/Open
Malfunction Lamp
3 Voltage High
5-6 Spare Relay #3 S12 142 4 Voltage Low/Open
3 Voltage High
5-7 Engine Oil Level 98 128 4 Voltage Low/Open
3 Voltage High
5-8 EGR Temperature 142 128 4 Voltage Low
(ASET™
CEGR) 3 Voltage High

5 Open
9 Data Missing
12 Failed Device
0 Valid High
5-9 EGR Mass Flow S277 128 4 Voltage Low
(ASET™
CEGR) 3 Voltage High

5 Open
9 Data Missing
12 Failed Device
6-1 Fuel Level 96 142 4 Voltage Low
3 Voltage High
6-2 Turbocharger Speed 103 128 0 Valid Low
(ASET™
CEGR) 1 Valid High

8 Abnormal Frequency
Pulse Width Or
Period
3 Voltage High
4 Voltage Low

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5 Open
6-3 J1708/J1587 Link S250 142 8 Abnormal Frequency
Pulse Width Or
Period
128
6-4 J1939 Link S231 142 8 Abnormal Frequency
Pulse Width Or
Period
128
6-5 All Communications S254 128 8 Failed Drive
Lost — Engine
Shutdown
6-6 Fuel Control Module S233 128 12 Failed Device
6-7 Power Relay S236 128 2 Data Erratic or
Abnormal
4 Voltage Low
8 Abnormal
6-8 J1939 Link S231 142 14 Lost Contact With
Allison HD
Transmission
6-9 Other ECU Affecting S216 142 12 Possible Eaton Vorad
Operation Failure
7-1 Service Brake S246 142 4 Voltage Low/Open
Switch
7-2 Parking Brake S235 142 3 Voltage High
Switch
7-3 Speed Control SET S243 142 3 Voltage High
Switch
7-4 Speed Control S242 142 3 Voltage High
RESUME Switch
7-5 Battery Voltage 168 142 1 Valid Low
7-5 Alternator Voltage 167 142 1 Valid low
0 Valid High
7-6 Switched Voltage 158 128 4 Voltage Low/Open
7-7 Exhaust S254 142 12 Failed Device
Temperature
Reference
7-9 VTG Actuator S27 128 3 Voltage High

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(ASET™ 4 Voltage Low

CEGR)
5 Open
8-1 Electronic Unit Pump S1 128 4 Voltage Low
(EUP) #1
3 Voltage High
5 Open
6 Current High
2, 8 Data Erratic or
Abnormal
8-2 Electronic Unit Pump S2 128 4 Voltage Low
(EUP) #2
3 Voltage High
5 Open
6 Current High
2, 8 Data Erratic or
Abnormal
8-3 Electronic Unit Pump S3 128 4 Voltage Low
(EUP) #3
3 Voltage High
5 Open
6 Current High
2, 8 Data Erratic or
Abnormal
8-4 Electronic Unit Pump S4 128 4 Voltage Low
(EUP) #4
3 Voltage High
5 Open
6 Current High
2, 8 Data Erratic or
Abnormal
8-5 Electronic Unit Pump S5 128 4 Voltage Low
(EUP) #5
3 Voltage High
5 Open
6 Current High

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2, 8 Data Erratic or
Abnormal
8-6 Electronic Unit Pump S6 128 4 Voltage Low
(EUP) #6
3 Voltage High
5 Open
6 Current High
2, 8 Data Erratic or
Abnormal
8-9 Solenoid Boost S151 128 4 Voltage Low
Voltage
3 Voltage High
9-1 Transport Protocol S254 142 14 Programming Failure
9-2 Power Reset Without S254 142 4 Power Failure
Key Switch
128
9-3 Aftercooler Outlet S272 128 4 Voltage Low
(ASET™ Temperature
CEGR)
3 Voltage High
5 Open
2 Data Intermittent
9-5 Compressor S270 128 4 Voltage Low
(ASET™ Discharge
CEGR) Temperature
3 Voltage High
5 Open
2 Data Intermittent
0 Valid High
9-8 Auxiliary Output S26 128 4 Voltage Low
(ASET™ Device #1
CEGR)
3 Voltage High
9-9 Auxiliary Output S40 128 4 Voltage Low
(ASET™ Device #2
CEGR)
3 Voltage High
9-10 Auxiliary Output S51 128 4 Voltage Low
(ASET™ Device #3

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CEGR) 3 Voltage High

10-1 Internal Sensor S221 128 4 Voltage Low
(ASET™ Voltage
CEGR)
3 Voltage High
10-2 5 Volt Supply S232 128 4 Voltage Low
(ASET™
CEGR) 3 Voltage High

10-3 Sensor Supply S212 128 4 Voltage Low

(ASET™ Voltage #1
CEGR)
3 Voltage High
10-4 Sensor Supply S211 128 4 Voltage Low
(ASET™ Voltage #2
CEGR)
3 Voltage High
10-5 Fuel Filter 95 128 4 Voltage Low
(ASET™ Differential Pressure
CEGR)
3 Voltage High
10-6 Fuel Delivery 94 128 4 Voltage Low
(ASET™ Pressure
CEGR)
3 Voltage High
10-7 Odometer Save Area S253 142 2 Data Incorrect
(ASET™ Failure
CEGR)
10-8 GPS Position Data P239 142 2 Missing Data
(ASET™ not Received
CEGR)
10-9 VECU Watchdog S254 142 11 Special Instructions
(ASET™ Timer Reset
CEGR)
10-10 EECU Watchdog S152 128 3 Voltage High
(ASET™ Timer Reset
CEGR)

SAE Message Descriptions

V-MAC® III communicates with other devices, including service tools, using SAE
J1587 and J1708 Communications Standards. These standards define the
method by which various electronic devices can communicate with one another.

When a truck leaves the factory, the Vehicle Electronic Control Unit (VECU) and
Engine Electronic Control Unit (EECU) are often the only modules using the serial
communications line. In some cases a truck may leave the factory with other
controllers, such as ABS/ATC and Automatic Transmission controllers, installed.

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However, many other devices can be connected to the serial communications

line in the aftermarket. Some service tools and Driver Information Displays will
not only display the messages sent out by the V-MAC® system, but by these
other devices as well.

The following table represents message types that are most likely to be available
on the serial data lines if aftermarket devices are installed. For a complete
listing, contact the Society of Automotive Engineers.

Table 4
Message Identifier Description
(MID)
128 Engine Electronic Control Unit
130 Transmission
136 Brakes — Antilock/Traction Control
137–139 Brakes — Antilock, Trailer 1, 2, 3
140 Instrument Cluster
141 Trip Recorder
142 Vehicle Management System (Vehicle Electronic
Control Unit)
143 Fuel System (FIC MID on early V-MAC® systems)
162 Vehicle Navigation
163 Vehicle Security
165 Communication Unit — Ground
171 Driver Information System (Co-Pilot, Driver
Information Display, VIP)
172 Diagnostic Tool
178 Vehicle Sensors to Data Converter
181 Communication Unit — Satellite
219 Headway Controller

Table 5
Parameter Description
Identifier (PID)
26 Fan Speed
65 Service Brake Switch
70 Parking Brake Switch

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77 Front Drive Axle Oil Temperature

78 Rear Drive Axle Oil Temperature
83 Road Speed Limit Status
84 Road Speed
85 Speed Control Status
91 Percent Accelerator Pedal Position
92 Percent Engine Load
96 Fuel Level
98 Engine Oil Level
100 Engine Oil Pressure
102 Boost Pressure
105 Intake Manifold Temperature
106 Air Inlet Pressure
108 Barometric Pressure
110 Engine Coolant Temperature
111 Coolant Level
113 Governor Droop
158 Switched Voltage
166 Engine Rated Power
167 Alternator Voltage
168 Battery Voltage
170 Cab Interior Temperature
171 Ambient Air Temperature
173 Exhaust Temperature
174 Fuel Temperature
175 Engine Oil Temperature
177 Transmission Oil Temperature
182 Trip Fuel
183 Fuel Rate
184 Instantaneous MPG
185 Average MPG
189 Engine Rated Speed

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Engine Speed
234 Software Version No.
235 Total Idle Hours
236 Total Idle Fuel Used
244 Trip Distance
245 Total Vehicle Distance
246 Total Vehicle Hours
247 Total Engine Hours
248 Total PTO Hours
249 Total Engine Revolutions
250 Total Fuel Used
254 Proprietary Message
367 Headway Controller
412 EGR Temperature
439 Boost Pressure (Extended Range #1)

Table 6
Subsystem Description
Identifiers (SID)
Common to all
MIDs
151 System Diagnostic #1
211 Sensor Supply Voltage #2
212 Sensor Supply Voltage #1
216 Other ECU Affecting Operation
221 Internal Sensor Voltage
224 Driver Alarm
231 J1939 Link
232 Reference Voltage
233 Fuel Control Module
235 Parking Brake
236 Power Relay
237 Starter

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238 Engine Shutdown Alarm

239 Electronic Malfunction Lamp
242 Cruise Control Resume Switch
243 Cruise Control Set Switch
244 Cruise Control Enable Switch
245 Clutch Pedal Switch
246 Service Brake
248 Proprietary Data Link
250 SAE J1708 (J1587) Data Link
254 Vehicle Control Module

Table 7
Subsystem Description
Identifiers (SID)
for MID 128
1 Injector Cylinder #1
2 Injector Cylinder #2
3 Injector Cylinder #3
4 Injector Cylinder #4
5 Injector Cylinder #5
6 Injector Cylinder #6
7 Injector Cylinder #7
8 Injector Cylinder #8
21 Engine Position Sensor
22 Timing Sensor
26 Auxiliary Output Device #1
27 VTG Actuator #1
32 Wastegate Output Driver
33 Fan Clutch Output Driver
40 Output Device #2
51 Output Device #3
79 Engine Brake #1
80 Engine Brake #2

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81 Exhaust Brake
146 EGR Valve Mechanism #1
151 System Diagnostic
269 VTG Position Sensor
270 Compressor Discharge Temperature
271 Charge Air Cooler Bypass
272 Aftercooler Outlet Temperature
274 Combustion Air Humidity
277 EGR Mass Flow

Table 8
Subsystem Description
Identifiers (SID)
for MID 143
1 Injector Cylinder #1
2 Injector Cylinder #2
3 Injector Cylinder #3
4 Injector Cylinder #4
5 Injector Cylinder #5
6 Injector Cylinder #6
7 Injector Cylinder #7
8 Injector Cylinder #8
20 Timing Actuator
21 Engine Position Sensor
22 Timing Sensor
23 Rack Actuator
24 Rack Position Sensor
26 Auxiliary Output Device
27 Fan Clutch
28 Engine Brake #1
29 Engine Brake #2
30 Exhaust Brake
33 Fan Clutch

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Table 9
Subsystem Description
Identifiers (SID)
for MID 142
1 Timing Sensor
2 Timing Actuator
3 Rack Position Sensor
4 Rack Actuator
5 Oil Level Lamp
6 Tachometer Output
7 Speedometer Output
10 Auxiliary Output #1
11 Auxiliary Output #2
12 Spare Relay #3
32/37 Mechanical System Not Responding
151 Custom Defined Statistic
152 Transmission Splitter Position

Table 10
Subsystem Description
Identifiers (SID)
for MID 130
1–6 C1–C6 Solenoid Valves
7 Lockup Solenoid Valve
8 Forward Solenoid Valve
9 Low Signal Solenoid Valve
10 Retarder Enable Solenoid Valve
11 Retarder Modulation Solenoid Valve
12 Retarder Response Solenoid Valve
13 Differential Lockout Solenoid Valve
14 Engine/Transmission Match
15 Retarder Modulation Request Sensor
16 Neutral Start Output

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17 Turbine Speed Sensor

18 Primary Shift Selector
19 Secondary Shift Selector
20 Special Function Inputs
21–26 C1–C6 Clutch Pressure Indicators
27 Lockup Clutch Pressure Indicator
28 Forward Range Pressure Indicator
29 Neutral Range Pressure Indicator
30 Reverse Range Pressure Indicator
31 Retarder Response System Pressure Indicator
32 Differential Lock Clutch Pressure Indicator
33 Multiple Pressure Indicators

Table 11
Subsystem Description
Identifiers (SID)
for MID 136-139
1 Wheel Sensor ABS Axle 1 Left
2 Wheel Sensor ABS Axle 1 Right
3 Wheel Sensor ABS Axle 2 Left
4 Wheel Sensor ABS Axle 2 Right
5 Wheel Sensor ABS Axle 3 Left
6 Wheel Sensor ABS Axle 3 Right
7 Pressure Modulation Valve ABS Axle 1 Left
8 Pressure Modulation Valve ABS Axle 1 Right
9 Pressure Modulation Valve ABS Axle 2 Left
10 Pressure Modulation Valve ABS Axle 2 Right
11 Pressure Modulation Valve ABS Axle 3 Left
12 Pressure Modulation Valve ABS Axle 3 Right
13 Retarder Control Relay
14 Relay Diagonal 1
15 Relay Diagonal 2
16 Mode Switch — ABS

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17 Mode Switch — Traction Control

18 DIF 1 — Traction Control Valve
19 DIF 2 — Traction Control Valve
22 Speed Signal Input
23 Warning Light Bulb
24 Traction Control Light Bulb
25 Wheel Sensor, ABS Axle 1 Average
26 Wheel Sensor, ABS Axle 2 Average
27 Wheel Sensor, ABS Axle 3 Average
28 Pressure Modulator, Drive Axle Relay Valve
29 Pressure Transducer, Drive Axle Relay Valve
30 Master Control Relay

Table 12
Subsystem Description
Identifiers (SID)
for MID 162
1 Dead Reckoning Unit
2 Loran Receiver
3 Global Positioning System (GPS)
4 Integrated Navigation Unit

Table 13
Subsystem Description
Identifiers (SID)
for MID 190
1 Refrigerant Charge
2 Refrigerant Moisture Level
3 Non-Condensable Gas in Refrigerant
4 Refrigerant Control Solenoid
5 Low Side Refrigerant Pressure Switch
6 Compressor Clutch Circuit
7 Evaporator Thermostat Circuit

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8 Refrigerant Flow

Table 14
Failure Mode Description
Identifiers (FMI)
0 Data valid but greater than normal operating range
1 Data valid but less than normal operating range
2 Data erratic, intermittent or incorrect
3 Voltage greater than normal or shorted high
4 Voltage less than normal or shorted low
5 Current less than normal or open circuit
6 Current greater than normal or grounded circuit
7 Mechanical system not responding properly
8 Abnormal frequency, pulse width, or period
9 Abnormal update rate
10 Abnormal rate of change
11 Failure mode not identifiable
12 Bad intelligent device or component
13 Out of Calibration
14 Special Instructions

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